CN112078630B - Train control system - Google Patents
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- CN112078630B CN112078630B CN202010876388.7A CN202010876388A CN112078630B CN 112078630 B CN112078630 B CN 112078630B CN 202010876388 A CN202010876388 A CN 202010876388A CN 112078630 B CN112078630 B CN 112078630B
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- 238000004891 communication Methods 0.000 claims abstract description 202
- 230000003993 interaction Effects 0.000 claims description 13
- 230000003137 locomotive effect Effects 0.000 claims description 11
- 230000002159 abnormal effect Effects 0.000 claims description 5
- 230000005540 biological transmission Effects 0.000 description 6
- 238000010586 diagram Methods 0.000 description 4
- 238000004378 air conditioning Methods 0.000 description 1
- 230000002238 attenuated effect Effects 0.000 description 1
- 230000007547 defect Effects 0.000 description 1
- 238000011161 development Methods 0.000 description 1
- 238000012423 maintenance Methods 0.000 description 1
- 230000007257 malfunction Effects 0.000 description 1
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L23/00—Control, warning or like safety means along the route or between vehicles or trains
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61C—LOCOMOTIVES; MOTOR RAILCARS
- B61C17/00—Arrangement or disposition of parts; Details or accessories not otherwise provided for; Use of control gear and control systems
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Abstract
The embodiment of the invention provides a train control system, which comprises two groups of control units in a main-standby mode and two groups of communication units in the main-standby mode; the two groups of control units are in loop connection with the two groups of communication units; the two groups of control units are respectively arranged at the train head and the train tail, and the two groups of communication units are respectively arranged at the train head and the train tail. The train control system provided by the embodiment of the invention realizes the dual-system dual-end hot standby redundancy arrangement of the train control equipment, reduces the number of control units in the train control system, and improves the utilization rate and the availability of the control equipment.
Description
Technical Field
The invention relates to the technical field of rail transit, in particular to a train control system.
Background
In order to safely and reliably control each subsystem in the running of the rail transit train, the train generally adopts a dual-system redundant control system architecture, namely, each train is provided with two sets of train control units which are arranged redundantly at the head and the tail of the train, and each set of train control unit can independently control each subsystem.
In the prior art, when a train runs, only two sets of train control units in a train head are in a master-standby state to control the whole train, and two sets of train control units at a train tail are idle, and only when all subsystems run normally and communication is normal, a train control system can run normally, so that the utilization rate of equipment on the train is low, and the availability is poor.
Disclosure of Invention
The embodiment of the invention provides a train control system, which is used for solving the problems of low equipment utilization rate and poor usability of the existing train control system.
The embodiment of the invention provides a train control system, which comprises two groups of control units in a main-standby mode and two groups of communication units in the main-standby mode;
the two groups of control units are in loop connection with the two groups of communication units;
the two groups of control units are respectively arranged at the train head and the train tail, and the two groups of communication units are respectively arranged at the train head and the train tail.
Optionally, the control unit and the communication unit arranged at the train head, and the control unit and the communication unit arranged at the train tail respectively form an independent operation system.
Optionally, in the two groups of control units in the active-standby mode, when the active control unit is abnormal, the standby control unit takes over a train control task executed by the active control unit.
Optionally, in the two groups of communication units in the active-standby mode, when any communication subsystem in the active communication unit fails, the communication subsystem corresponding to the any communication subsystem in the standby communication unit transmits communication data to the two groups of control units in the active-standby mode.
Optionally, the control unit is used for logical operations in the vehicle ATP and the vehicle ATO.
Optionally, the communication unit includes at least one of a ground device communication subsystem, a human-computer interaction communication subsystem, a speed acquisition subsystem, a device state acquisition subsystem, and a control instruction output subsystem.
Optionally, the active/standby states of the two groups of control units are determined based on a train traveling direction.
Optionally, the two groups of control units and the two groups of communication units are connected through an Ethercat communication protocol loop.
Optionally, the two sets of independently operating systems are connected by several repeater loops.
The embodiment of the invention provides a train control system, wherein two groups of control units in a main-standby mode and two groups of communication units in the main-standby mode are connected in a loop mode, and the control units and the communication units are arranged at the train head and the train tail, so that the dual-system and dual-end hot standby redundancy arrangement of train control equipment is realized, the number of the control units in the train control system is reduced, and the utilization rate and the availability of the control equipment are improved.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, and it is obvious that the drawings in the following description are some embodiments of the present invention, and those skilled in the art can also obtain other drawings according to the drawings without creative efforts.
Fig. 1 is a schematic structural diagram of a train control system according to an embodiment of the present invention;
fig. 2 is a schematic structural diagram of a train control system based on an Ethercat communication protocol according to an embodiment of the present invention;
description of the reference numerals:
110 — a headstock control unit; 120-vehicle tail control unit;
130 — a vehicle head communication unit; 140-vehicle rear communication unit;
211-locomotive master control subsystem; 212-a vehicle tail master control subsystem;
221-head Ethercat master station; 222-tail Ethercat master station;
231-a locomotive ground equipment communication subsystem; 232-vehicle tail ground equipment communication subsystem;
241-vehicle head man-machine interaction communication subsystem; 242-vehicle tail human-computer interaction communication subsystem;
251-a locomotive speed acquisition subsystem; 252-a vehicle tail speed acquisition subsystem;
261-a locomotive equipment state acquisition subsystem; 262-a vehicle tail equipment state acquisition subsystem;
271-locomotive control command output subsystem; 272-vehicle tail control command output subsystem;
281 — first repeater; 282 — second repeater.
Detailed Description
In order to make the objects, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are some, but not all, embodiments of the present invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
In rail transit operation, two ends of a train are respectively provided with a locomotive for traction control of the whole train system. In order to ensure the safety and the availability of train running, each locomotive is provided with a control unit which is arranged redundantly, and each set of control unit is complete. Thus, a train will have four sets of control units that can control the train. When the train runs, two sets of control units in the train head are in a master-standby state to control the whole train system, and two sets of control units at the train tail (the last train head is called as the train tail according to the train running direction in a conventional way) are idle.
In addition, except for the control system, the equipment on the train also comprises a plurality of subsystems, and the train control system can normally operate only when all the subsystems normally operate and the communication is normal. If a subsystem fault or a communication fault between subsystems exists, the overall state of the whole train control system needs to be switched to a fault state and the control task is stopped, so that the subsystem without the fault stops outputting. The number of equipment equipped on the train is huge, but the equipment utilization rate and the availability are low.
To overcome the defects in the prior art, fig. 1 is a schematic structural diagram of a train control system according to an embodiment of the present invention, and as shown in fig. 1, the system includes a train head control unit 110 and a train tail control unit 120 in a main/standby mode, and a train head communication unit 130 and a train tail communication unit 140 in a main/standby mode; the head control unit 110, the tail control unit 120, the head communication unit 130, and the tail communication unit 140 are loop-connected.
Specifically, one train includes two sets of head control units 110 and tail control units 120, which are provided redundantly, and are configured to receive train running data sent by the communication unit, perform an operation on the train running data, and output the train running data to each train control device, thereby implementing safe operation of the train. The train head control unit 110 and the train tail control unit 120 are both complete control systems, when the train runs, two sets of control units run in a master-slave mode (Active-Standby), that is, one set of control unit is in a master state (Active) and is responsible for data operation and output, and the other set of control unit is in a Standby state (Standby) and is responsible for data synchronization but does not output any data.
The train further comprises two sets of head communication units 130 and tail communication units 140 which are arranged redundantly and used for collecting communication data of each communication subsystem and transmitting the communication data to the head control unit 110 and the tail control unit 120. The communication subsystem is a control system or device on the train that performs a specific function, such as an air conditioning communication subsystem. The communication data is status data generated by the communication subsystem in real time during operation, such as the temperature in each car. The train head communication unit 130 and the train tail communication unit 140 are complete communication systems, and can collect and transmit real-time generated state data in the whole train operation. The two sets of communication units operate in a master-slave mode (Active-Standby), that is, one set of communication unit is in a master state (Active) and is responsible for transmission of communication data, and the other set of control unit is in a Standby state (Standby) and is responsible for data synchronization.
The head control unit 110, the tail control unit 120, the head communication unit 130, and the tail communication unit 140 are loop-connected. If any communication unit includes multiple communication subsystems, the multiple communication subsystems in the communication unit may be connected in series in sequence and then connected into a loop.
When a fault occurs somewhere in the loop, the communication unit may transmit communication data to the control unit through the other end of the loop. For example, if a communication link between the head communication unit 130 and the head control unit 110 fails, the head communication unit 130 may transmit communication data to the head control unit 110 through the communication link "tail communication unit 140-tail control unit 120-head control unit 110", thereby increasing the availability of the train control system. For another example, when the head control unit 110 fails, the head communication unit 130 may transmit communication data to the tail control unit 120 through the communication link "tail communication unit 140-tail control unit 120".
Compared with the prior art which needs four sets of control units, the train control system provided by the embodiment of the invention only needs two sets of control units, two sets of control units in the main-standby mode and two sets of communication units in the main-standby mode are connected in a loop mode, and the control units and the communication units are arranged at the train head and the train tail, so that the dual-system dual-end hot standby redundant arrangement of the train control equipment is realized, the number of the control units in the train control system is reduced, and the utilization rate and the availability of the control equipment are improved. In addition, the cost and the equipment occupation space of the train control system are reduced.
Based on the embodiment, the control unit and the communication unit which are arranged at the head of the train, and the control unit and the communication unit which are arranged at the tail of the train respectively form an independent operation system.
Specifically, the vehicle head control unit 110 and the vehicle head communication unit 130 constitute an independent operation system, and the vehicle tail control unit 120 and the vehicle tail communication unit 140 constitute an independent operation system. The two sets of independent operation systems can independently execute the train control task.
According to the train control system provided by the embodiment of the invention, the control unit and the communication unit of the train head, and the control unit and the communication unit of the train tail respectively form an independent operation system, so that train control and equipment maintenance and repair can be realized at the same train head, and the utilization rate of equipment is improved.
Based on any of the above embodiments, in two groups of control units in the active-standby mode, when the active control unit is abnormal, the standby control unit takes over the train control task executed by the active control unit.
Specifically, when the train operates, the train head control unit 110 and the train tail control unit 120 operate simultaneously, and operate in the active/standby mode. Taking the case that the head control unit 110 works in the active state and the tail control unit 120 works in the standby state as an example, the head communication unit 130 transmits communication data of each communication subsystem to the head control unit 110 and the tail control unit 120 through a loop, the head control unit 110 is responsible for operation and output of the communication data, and the tail control unit 120 is used for synchronization of data but does not output any data. When the system state of the train head control unit 110 is abnormal, the train head control unit 110 cannot continue to be responsible for executing the control task of the train, the train head control unit 110 exits the active state, the train tail control unit 120 changes from the standby state to the active state, and the train head control unit 120 and the train head communication unit 130 form an independent running system for controlling the train to execute the train control task.
According to the train control system provided by the embodiment of the invention, the two groups of control units respectively arranged at the train head and the train tail operate in the main standby mode, so that the dual-system and double-end hot standby redundancy function is realized, the equipment number of the control system on the train is reduced, and the utilization rate and the availability of the equipment are improved.
Based on any of the embodiments, in two groups of communication units in the active-standby mode, when any communication subsystem in the active communication unit fails, a communication subsystem corresponding to any communication subsystem in the standby communication unit transmits communication data to two groups of control units in the active-standby mode.
Specifically, when the train operates, the train head communication unit 130 and the train tail communication unit 140 operate simultaneously, and operate in the active/standby mode. Each communication unit includes in particular a plurality of communication subsystems. Taking the air conditioner communication subsystem as an example, redundant devices are arranged in the head communication unit 130 and the tail communication unit 140. When the head communication unit 130 operates in the active state, the tail communication unit 140 operates in the standby state. When the air conditioner communication subsystem in the head communication unit 130 malfunctions, the air conditioner communication subsystem having the same function in the tail communication unit 140 can provide communication data of the subsystem and transmit the communication data to the head control unit 110 and the tail control unit 120 through a loop. The other communication subsystems in the head communication unit 130 are not affected and continue to operate.
According to the train control system provided by the embodiment of the invention, the two groups of communication units respectively arranged at the train head and the train tail operate in the main-standby mode, so that the communication data of each communication subsystem on the train can be effectively transmitted to the control unit, when any communication subsystem fails, the normal operation of other communication subsystems is not influenced, and the utilization rate and the availability of equipment are improved.
Based on any embodiment, the control unit is used for logic operation in the vehicle ATP and the vehicle ATO.
Specifically, the headstock control unit 110 and the tailstock control unit 120 constitute a vehicle-mounted master control system for logical operations in the vehicle-mounted ATP and the vehicle-mounted ATO.
Among them, an on-board ATP (Automatic Train Protection) is used to prevent Train collision. The Automatic Train Operation system (ATO) is used for ensuring normal Operation of a Train and optimizing running adjustment.
Based on any of the above embodiments, the communication unit includes at least one of a ground device communication subsystem, a human-computer interaction communication subsystem, a speed acquisition subsystem, a device state acquisition subsystem, and a control instruction output subsystem.
Specifically, a plurality of communication subsystems for train operation are redundantly provided in the head communication unit 130 and the tail communication unit 140. The communication subsystem in any communication unit comprises a ground equipment communication subsystem, a man-machine interaction communication subsystem, a speed acquisition subsystem, an equipment state acquisition subsystem, a control instruction output subsystem and the like.
Based on any of the above embodiments, the active/standby states of the two groups of control units are determined based on the train traveling direction.
Specifically, the active/standby states of the two groups of control units may be set according to the traveling direction of the train. For example, the front control unit 110 is set to the active state and the rear control unit 120 is set to the standby state according to the traveling direction of the train.
Based on any of the above embodiments, the two sets of control units and the two sets of communication units are connected through an Ethercat communication protocol loop.
Specifically, ethercat (real-time ethernet) is a real-time industrial field bus communication protocol based on an ethernet development framework, and has the characteristics of high performance, flexible topological structure, easy application, low cost, high equipment synchronization precision, selectable cable redundancy, functional safety, hot plug support and the like. The Ethercat communication protocol establishes a new standard for the real-time performance and the flexibility of topology of the system.
The head control unit 110, the tail control unit 120, the head communication unit 130, and the tail communication unit 140 are connected by an Ethercat communication protocol loop, so as to implement the redundancy function of the communication link.
All communication subsystems are in the same Ethercat loop, so that redundancy among all communication subsystems is realized.
The train control system provided by the embodiment of the invention is connected by an Ethercat communication protocol loop, has the advantages of small transmission delay, short data updating period and low communication jitter amount during data synchronization, and ensures the real-time property of communication data transmission.
Based on any of the above embodiments, the two sets of independently operating systems are connected by a number of repeater loops.
Specifically, when the train length is long, the communication data is attenuated due to the increase of the loop length formed by two groups of independent running systems respectively arranged at the train head and the train tail, and the retransmission or forwarding of the communication data is realized by adding the repeater, so that the transmission distance of a loop network is increased, and the transmission quality of the communication data is improved. The number of the repeaters may be set according to actual needs, and the number of the repeaters is not particularly limited in the embodiment of the present invention.
Based on any of the above embodiments, fig. 2 is a schematic structural diagram of a train control system based on an Ethercat communication protocol according to an embodiment of the present invention, and as shown in fig. 2, the train control system includes: the system comprises a train head master control subsystem 211, a train head Ethercat master station 221, a train head ground equipment communication subsystem 231, a train head man-machine interaction communication subsystem 241, a train head speed acquisition subsystem 251, a train head equipment state acquisition subsystem 261 and a train head control instruction output subsystem 271, wherein the train head master control subsystem 211, the train head Ethercat master station 221, the train head ground equipment communication subsystem 231, the train head man-machine interaction communication subsystem 241, the train head speed acquisition subsystem 251, the train head equipment state acquisition subsystem 261 and the train head control instruction output subsystem 271 are arranged at the train head; the train tail control system comprises a train tail main control subsystem 212, a train tail Ethercat master station 222, a train tail ground device communication subsystem 232, a train tail human-computer interaction communication subsystem 242, a train tail speed acquisition subsystem 252, a train tail device state acquisition subsystem 262 and a train tail control instruction output subsystem 272 which are arranged at the train tail. The first and second repeaters 281 and 282 are disposed at the cars in the middle of the train as needed.
A vehicle head main control subsystem 211, namely a vehicle head control unit, a vehicle tail main control subsystem 212 and namely a vehicle tail control unit; the vehicle head ground device communication subsystem 231, the vehicle head human-computer interaction communication subsystem 241, the vehicle head speed acquisition subsystem 251, the vehicle head device state acquisition subsystem 261 and the vehicle head control instruction output subsystem 271 constitute a vehicle head communication unit, and the vehicle tail ground device communication subsystem 232, the vehicle tail human-computer interaction communication subsystem 242, the vehicle tail speed acquisition subsystem 252, the vehicle tail device state acquisition subsystem 262 and the vehicle tail control instruction output subsystem 272 constitute a vehicle tail communication unit. The vehicle head control unit and the vehicle head communication unit are connected through a vehicle head Ethercat main station 221, the vehicle tail control unit and the vehicle tail communication unit are connected through a vehicle tail Ethercat main station 222, the vehicle head control unit and the vehicle tail control unit are connected through two Ethercat main stations 221 and 222 and a first relay 281 connected between the vehicle head control unit and the vehicle tail control unit, and the vehicle head communication unit and the vehicle tail communication unit are connected through a second relay 282.
The two groups of control units and the two groups of communication units are connected through an Ethercat communication protocol loop. When the train runs, the two groups of control units operate in a main and standby mode, and the two groups of communication units also operate in the main and standby mode. The train comprises a train head control unit, a train tail communication unit, a train head communication unit, a train tail control unit, a train tail communication unit and a train tail communication unit, wherein the train head control unit and the train head communication unit form an independent operation system, and any independent operation system can realize the safe operation of the whole train.
In the locomotive control unit, a locomotive master control subsystem 211 is responsible for logic operations in the vehicle-mounted ATP and the vehicle-mounted ATO, and a locomotive Ethercat master station 221 is responsible for connecting the locomotive master control subsystem 211 to a loop to realize transmission of communication data. The working principle of the vehicle tail control unit is the same.
In the two groups of control units, when the head main control subsystem 211 in the head control unit is abnormal, the tail main control subsystem 212 in the tail control unit takes over the train control task executed by the head main control subsystem 211.
In the two groups of communication units, when any one communication subsystem of the head communication units has a fault, for example, the head ground equipment communication subsystem 231 has a fault, the tail ground equipment communication subsystem 232 of the tail communication unit transmits communication data to the head control unit and the tail control unit.
When a fault occurs somewhere in the loop, the communication subsystem may transmit communication data to the control unit via the other end of the loop. For example, when a communication failure occurs between the vehicle head ground device communication subsystem 231 and the vehicle head human-computer interaction communication subsystem 241, the vehicle head ground device communication subsystem 231 may transmit communication data to the vehicle head main control subsystem 211 through the other end of the loop.
The train control system provided by the embodiment of the invention realizes double-system double-end hot standby redundancy arrangement of the train control equipment through loop connection of the main control subsystem and each communication subsystem in the main standby mode, reduces the number of control units in the train control system, and improves the utilization rate and the availability of the control equipment. In addition, the cost and the equipment occupation space of the train control system are reduced.
The above-described embodiments of the apparatus are merely illustrative, and the units described as separate parts may or may not be physically separate, and parts displayed as units may or may not be physical units, may be located in one place, or may be distributed on a plurality of network units. Some or all of the modules may be selected according to actual needs to achieve the purpose of the solution of the present embodiment. One of ordinary skill in the art can understand and implement it without inventive effort.
Through the above description of the embodiments, those skilled in the art will clearly understand that each embodiment can be implemented by software plus a necessary general hardware platform, and certainly can also be implemented by hardware. With this understanding in mind, the above technical solutions may be embodied in the form of a software product, which can be stored in a computer-readable storage medium, such as ROM/RAM, magnetic disk, optical disk, etc., and includes commands for causing a computer device (which may be a personal computer, a server, or a network device, etc.) to execute the method according to the embodiments or some parts of the embodiments.
Finally, it should be noted that: the above examples are only intended to illustrate the technical solution of the present invention, and not to limit it; although the present invention has been described in detail with reference to the foregoing embodiments, it should be understood by those of ordinary skill in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some technical features may be equivalently replaced; and such modifications or substitutions do not depart from the spirit and scope of the corresponding technical solutions of the embodiments of the present invention.
Claims (5)
1. A train control system is characterized by comprising two groups of control units in a main-standby mode and two groups of communication units in the main-standby mode;
the two groups of control units comprise a train head control unit arranged at the train head and a train tail control unit arranged at the train tail; the two groups of communication units comprise a train head communication unit arranged at the train head and a train tail communication unit arranged at the train tail;
the locomotive control unit comprises a locomotive main control subsystem;
the vehicle tail control unit comprises a vehicle tail main control subsystem;
the vehicle head communication unit comprises a vehicle head ground equipment communication subsystem, a vehicle head man-machine interaction communication subsystem, a vehicle head speed acquisition subsystem, a vehicle head equipment state acquisition subsystem and a vehicle head control instruction output subsystem;
the vehicle tail communication unit comprises a vehicle tail ground equipment communication subsystem, a vehicle tail man-machine interaction communication subsystem, a vehicle tail speed acquisition subsystem, a vehicle tail equipment state acquisition subsystem and a vehicle tail control instruction output subsystem;
the vehicle head control unit is connected with the vehicle head communication unit through a vehicle head Ethercat main station; the vehicle tail control unit is connected with the vehicle tail communication unit through a vehicle tail Ethercat main station;
the vehicle head control unit and the vehicle tail control unit are connected with each other through the vehicle head Ethercat main station, the first repeater and the vehicle tail Ethercat main station in sequence;
the vehicle head communication unit is connected with the vehicle tail communication unit through a second repeater;
in the two groups of communication units in the active-standby mode, when any communication subsystem in the active communication unit fails, the communication subsystem corresponding to the any communication subsystem in the standby communication unit transmits communication data to the two groups of control units in the active-standby mode.
2. The train control system according to claim 1, wherein the control unit and the communication unit provided at the head of the train, and the control unit and the communication unit provided at the tail of the train constitute independent operation systems, respectively.
3. The train control system according to claim 1, wherein, in the two groups of control units in the active-standby mode, when the active control unit is abnormal, the standby control unit takes over a train control task executed by the active control unit.
4. Train control system according to any of the claims 1-3, characterized in that the control unit is used for logical operations in an on-board ATP and an on-board ATO.
5. The train control system according to any one of claims 1 to 3, wherein the active-standby states of the two groups of control units are determined based on a train traveling direction.
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| CN202010876388.7A CN112078630B (en) | 2020-08-25 | 2020-08-25 | Train control system |
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